Car end construction.



C. A. LINDSTROM.

.CAR END CONSTRUCTION.

APPLICATION NLED MAKM, 19u.

' Patented Dec. 8, 1914.

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DSC. 8. 1914.

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CHARLES A, LINDSTRIi/l, OF YITSBUBGII, PENNSYLVANIA,

.SSIGNOR TO PRESSED STEEL CAR COMPANY, OF PITTSBURGH, PENNSYLVANIA, ."1 CGRYCRATICN OF NEYV JERSEY.

can END CONSTRUCTION.

Application led March 1l, 1911.

of Pennsylvania, have invented certain new and useful Improvements in Car End Construction, of which the following isa specitication.

This invention relates to metallic railway' cars, more especially to the end construction thereof, and particularly to the end stakes and method of fastening them to coperat ing parts. Owing to the outward pressure of the lading within the car body and its tendency to bow or bulge out the end of the car bod ywhen the train is suddenly startedor stopped, it becomes desirable to provide some especially strong and firm means to maintain the end wall in normal position. ince the outward. strain on the end stakes is least at their tops, and gradually increases toward their lower ends, vit is evident that to economize metal -the stakes should be tapered, being deepest or thickest at their lower ends. Asa flange along the inner edge of the stake affords a convenient means for attachment to the end wall of the car,

vand a flange'alcng the outer edge affords a similar meansfor attachment at its lower end to the end silk-I use stakes of channel section, varying in depth throughout their leng'th. .f The anchorage of thel root or lower .end of,l these stakes is an important feature, and togsecure an especiaily rigid and strong connedtion, I extend the longitudinal sills of the ear beyond the vertical piane of the end wall of the car. To the outer ends of these longitudinal sills are secured the end sills which iaay be of channel or other suitable form. "f ne lower ends of the end stakes pass downwardly between the vertical planes of the outer surface of the end wall, and the inner surface of thc-end sill, and are secured through the medium of their flanges and by rivets or other suitable means to both the end wall and end sill. I am aware that it is old in the art, to extend the lower ends of ,end stakes downwardly in this manner, and to secure them to the dsaft'sills or center sills of the car, but in the construction referred t0 the support afforded to the en d wall of the car by the end stakes is not distributed to the best advantage; being too near the center of the end of the car;

Specification of Letters Patent.

Patented Dec. 8, 1914.-.

seriai No. 613,710.

vihereas, my invention providrl. for the location of tv-:o or more stakes located in positions best adapted to give the necessary amount and distribution of support to the end wall of the car.

In the accompanying drawings, 'which form a part of this specification, and in which like reference characters refer to the same parts throughout,l I have illustrated the preferred embodiment o f my invention.

Figure l is an end view of one end of a railway can built in accordance with my invention; lug. 2 1s a vertical longitudinal section of a portion of one end of the car,

and Fig. 3 is a plan view thereof, partlyA in section.

The lbody of the car may be constructed in various ways, that shown'in the drawings being wholly metallic; but it will be understood that the invention is equally' as well adapted to a car having a wooden body. The car bod shown has side plates 1, floor plates 2, an end plates 3, all of these parts being secured together in the usual or any preferred manner. The car shown is provided with 'an underframe having the usual center sills 4, end sill and end -sill cover plates 6. l i

The end stakes 7 are preferably tapered toward their tops as shown, and are also preferably of general. channel shape as shown, with web portion 8, extending at right angles to theend wall andi having the inner flange 9 suitablysecured to the end wall. These stakes extend downwardly sufficiently far to' permit the lower ends of their outer flanges 12, to be secured to the inner side l0 of the end sill :3; the ends of the inner flanges 9, also a vportion -of the web 8, being cut oil' at an angle as 'shown by line l1, Fig. if. Asa result of this connection, the end stakes are veryrigidly secured in place, so that the upper ends thereof cannot be pushed outwardly by pressure of the lading against the end wall, and such connection `will enable these stakes t0 withstand :my load or stress insufficient to ber'l. the shakes themselves. The downward eXtension of these stakes results in another ad- .:.ntage, inasmuch as they constitute very clicient braces for the end sills, resisting deformation of the end sill in the event of accidental blows resulting from rough usage, collision or other accident. l

Although I have illustrated and described my invention as embodied in a gondola car, it will be readily understood that it is not limitedl ,to such use,.and that various mechanical changes may be made in the structure Without departing from the principle or substance of my invention or the sacrilice of anyof its benefits.

Having thus described my invention, what I claim and desire to .secure by Letters Patent iszg I. *'In a car,- the combination with the center silhe'nd wall and end sill, of a stake of channel section of variable depth, having flanges'l of unequal length on the opposite edgesr'of its Web, one of said flanges being secured to the outer side of the end wall and the other flange being secured to the inner side ofthe end sill.

2. In ay car, the combination with 'the center sillend .wall and end sill, of a stake of channel section of variable depth, havring flanges ofunequal lengthen the opposite edges :of its web, .one of said flanges beingsecured to the outer side of the end wall and the other flange being secured to the inner side of the en d sill, said stake bein out of' Contact with the center sill.

' In a car, the combination with the center sill, end Wall and end sill, of a stake of channel section of varia'1`e depth, having flanges of .une uallength on the opposite edges-ofitsf wlu, oneof said vflanges being secured to the end Wall and the other flange being. securedto *fthe inner side 'of lthe end sill; the'rflange'securedtoitheend sill being of greater'length than the flange secured to the end wall.

el. In aV car,"th'e combination Awith the centersill, end wall and end sill, of a stake offchannelsection of variable depth, having flanges ofunequal length on the opposite edges of its vvebl'one of said flanges being secured; lto''the' endlwjill and the other flange being f 'scfculred vto the'inneiusidc of the end sill,"th,e flangefsccu'red tothe end sill being of grcateiflength than the flange secured to the end walhsa'id stake being out of contact with the center sill.

.5min a cai-,1 the combination with the center sill, end .vall and end sill, of a stake Aof channel section, of greater depth at one end of'its, channel portion than at its other end, having-flanges of unequal length on theppposite edges of its web, one of said flanges beingsecured tothe outer side of the end Wall andthe otherflange being secured to theinner sider'of theend sill.

6. In a car, the vcombination with the centersilh'end Wall and endlsill, of'a stake 7. In a car, the combination With theI center sill, end Wall and end sill, of a stake of channel section of greater depth at one end of its channel portion than at its other end, having flanges of unequal length on the opposite edges of its web, one of sai 4 flanges being secured to the end wall and t e other flange being secured to the inner side of the end sill, the flange secured to the end sill being of greater length than the flange secured to the end wall, said stake being out of contact with the centersill.

8. In a car, the combination with the center sill, end wall-end end sill, of a stake of channel section, reduced in depth at one of its ends, havin flan es of unequal length on the opposite e ges o its web, one of said flanges being secured to the outer side of the end wall and the other flange being secured to the inside of the end sill.

9. In a car, the combination with the center sill, end Wall and end sill, of a stake of channel section reduced in depth at one of its ends, havin flanges of unequal length on the opposite ef ges of its web, one of said flanges being secured to the end Wall and the other flange being secured to the inside of the end sill, the flange secured to the end sill bei l of greater length than the flange secure to the end wall.

10. In a car, the combination with the center sill, end iivall and end sill, of a stake of channel section reduced in depth at one of its ends, having flanges of unequal length on the opposite edges of its Web, one of said flanges being secured to the end wall and the other flange being securedto the inside of the end sill, the flange secured to the end sill being of greater length than the flange secured to the end Wall, said stake being out` of contact with the center sill.

1l. A car stake of channel section bein tapered 5at one side toward its top an ta ered at the other side toward its bottom.

Efn testimony whereof I affix my signature in presence of two Witnesses. n

' CHARLES A. LINDSTROM. Witnesses:

FRANK E. MILLER, LELA M. GRUNDER. 

